DOCSLIB.ORG

Helicopter Simulation Frasca Where Simulation and Reality Meet

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Helicopter Simulation Frasca Where Simulation and Reality Meet THE SOURCE FOR HELICOPTER SIMULATION FRASCA WHERE SIMULATION AND REALITY MEET Simulating reality For over 60 years Frasca’s mission has been to provide the best flight simulators available to improve aviation safety. This applies to every helicopter simulator we build. Our simulators are designed for training pilots to be ready for real world situations. This is where simulation and reality meet. This is where Frasca excels. Built for you Leonardo AW139 FSTD Sikorsky S92 Flight Test We are a premier provider of helicopter simulation products. Our FSTDs are used by top flight training organizations worldwide because we go above and beyond the industry standards - resulting in devices that exceed expectations and enable realistic simulated learning environments for basic and complex mission training. Our experience provides you with the confidence that your project requirements, budget, and schedule will be met. With our on-site manufacturing facility, we are able to translate your unique requirements into a custom designed simulator. From start to finish, our sales, manufacturing and support team will ensure your experience is equal to the quality we put into our simulators. EC225 Full Flight Simulator Bell 407GX Full Flight Simulator FRASCA HELICOPTER TRAINING DEVICE Frasca Helicopter Training Device Affordable, Accurate and Reliable Simulation for Helicopter Training. Our Helicopter Training Device (HTD) is built with aerodynamic technology used in our Level D simulators but at an affordable price. Designed for IIMC - inadvertent IMC encounters as well as operational and procedural training, the FRASCA HTD gives you training value with a no nonsense approach. You get the features you need to train your pilots in a reliable and affordable FRASCA device. FEATURES • One aircraft configuration kit - Select from B206, B407, R44, AS350, MD500 ROBINSON R44 FSTD • Either 500TXi or analog instrument panel • Garmin GTN 650 • Collective grip based on your aircraft configuration kit Frasca builds a wide range of helicopter FSTDs. Shown above is a Level 5 R44 FTD, • (governed or ungoverned piston, modulated, or FADEC) the most advanced R44 simulator in operation. The highly detailed cockpit systems With Frasca, the best solutions for • Annunciator Panel and Circuit Breakers required in RFM procedures offer incredible realism with aerodynamic modeling based on Full Flight Simulator data your training needs are within reach • Frasca’s Helicopter Mission Training Database packages. Training value is enhanced with a three channel wrap-around visual display • Single or 3 channel visual system system. Glass cockpit configurations are available. • Simplicity Touch-Screen Instructor Station • AATD Approved TYPE SPECIFIC FSTDs FRASCA MOTION CUEING SYSTEM (FMCS) Frasca’s type specific FSTDs offer additional training features and more advanced technology. The Airbus AS350/H125 FSTD shown features a highly detailed visual Frasca’s technology and attention to detail PRECISION ENGINEERED FOR is apparent in every simulator we build database (Frasca’s TruVision™ Global), simulated VEMD displays, NVG compatability, EXCEPTIONAL TRAINING VALUE Electric Control Loading, multi-channel sound simulation, our Simplicity™ Instructor Frasca’s Motion Cueing System is a compact motion system Operator Station and more. designed to increase pilot training efficiency by providing very Airbus AS350/H125 FSTD accurate vestibular & proprioceptive feedback through cueing and vibration. The results are incredibly realistic motion cues and vibrations during flight - ultimately allowing for better and more efficient pilot training. Airbus AS350/H125 FSTD Equipped with FMCS TECHNOLOGY FMCS consists of a 6 Degree of Freedom (6DoF) motion base optimized for helicopter simulation and is based on technology used in FRASCA’s Level D Full Flight Simulators. REALISTIC MOTION Frasca’s MCS has a faster response than a conventional 60” system. This allows for more realistic cues during complex tasks such as hover. In addition, pilot workload to fly the FTD is reduced to be comparable to that of the aircraft – the pilot can focus on the mission aspect of his training rather than simply controlling the FTD. FULL FLIGHT SIMULATORS You want the experience in the simulator and Frasca’s Full Flight Simulators (FFS) combine high fidelity with value. Each simulator is customized to your specific ARE YOU TRAINING WITH THE the real aircraft to be as seamless as possible. needs. Frasca has delivered FFSs for the Bell 407GX (shown below), EC225, S92, Bell 412, S76 and other helicopter Maximize your training Frasca’s full flight simulators will give you models. Our simulators incorporate decades of engineering and manufacturing innovations. They are durable, reliable, potential with Frasca HIGHEST FIDELITY SIMULATOR? transfer of training at the highest fidelity. easy to upgrade, and feature advanced sub-systems (electric motion, wrap around visual displays, NVG compatibility and more) designed to give you the edge in pilot training. FAA, EASA and other qualifications are available. Bell 407GX Full Flight Simulator WE WORK WITH ORGANIZATIONS LARGE AND SMALL THERE’S NO SUBSTITUTE FOR EXPERIENCE Some of the most successful training organizations in the world use our simulators. They recognize that reliability and fidelity are necessary components for a successful simulator training solution. WHAT MAKES FRASCA THE World class support when you need it It’s nice to know that when you need parts and support, Frasca will be there Bell 212-412 FSTD BETTER CHOICE FOR YOUR now or 10 years from now. It’s even better to know that you probably won’t need it. We have spent years perfecting the reliability of our simulators so MILITARY SIMULATION you can spend more time training with your simulator and less scheduling SIMULATOR? maintenance time. Frasca’s military helicopter simulators feature realistic simulated learning environ- Trust Frasca to deliver high When you turn it on, it just works Quality and on time delivery ments for complex mission training. These include NVG compatible cockpits, FLIR value, low risk training solutions All of the realism in the world doesn’t mean much when Frasca is the premier provider of helicopter simulators worldwide. Our systems, vibration platforms and full motion bases. Frasca provides reliable simulators you start your simulator and it doesn’t work. Frasca simulators, ranging from AATDs to CPTs, FSTDs and FFSs, are in use at top needed to train safer helicopter pilots. simulators give you the stability that you can rely on. “Built flight training organizations worldwide because we go above and beyond to last” and “very dependable” are phrases our customers the industry standards. When you demand the most realistic simulated use to decribe their Frasca simulators. learning environments for complex mission training, you can be confident that Frasca will deliver. TECHNOLOGY TO GIVE YOU THE EDGE We know that technology moves fast. At Frasca, we keep pushing the limits to maximize training realism. From WE WILL CONTINUE TO LEAD IN our Simplicity™ IOS to a new ground breaking Motion Cueing System to continued advances in flight testing and visual systems, our attention to detail is designed to maximize training potential, opening up new tasks for SIMULATION FOR DECADES TO simulator training and improved pilot buy in. Our technology pushes your training to the next level. COME WITH OUR ADVANCED NVG Training Capabilities Electronic Flight Bag TruVision Global™ - Oregon Database TECHNOLOGY. Advanced technology • Blade Element Momentum Theory (BEMT) is used to match your aircraft objectively and subjectively with the simulator Simplicity™ - Instructor Operating Station models • Flight testing capability • High fidelity cockpits • Electric Control Loading and Advanced Sound Systems • TruVision Global™ – Our incredibly realistic visual system • SimAssist™: Frasca’s solution to acclimate new pilots to simulator training enables the simulator to adapt to the student’s proficiency and enhance training efficiency • Simplicity™ is a Frasca developed COTS software suite provided as the Instructor Operator Station (IOS). It provides the operator with control over the simulation environment and access to various training management and maintenance tools • Frasca Motion Cueing System (FMCS) • Vibration Systems AS350/H125 Flight Test HELICOPTER SIMULATION PRODUCT RANGE AIRBUS AS332 AIRBUS UH-72 LAKOTA BELL 212 ROBINSON R22 / R44 / R66 AIRBUS AS350 B2 VEMD AIRBUS EC225 BELL UH-1H SIKORSKY S300 AIRBUS AS350 B3E H125 BELL 206 BELL 429 SIKORSKY S76 AIRBUS EC120 BELL 407GX LEONARDO AW119 SIKORSKY S92 AIRBUS EC135 BELL 407 LEONARDO AW139 SIKORSKY S92 CPT AIRBUS EC155 BELL 412 Frasca HTD Medical Crew Training Device EXPLORE ALL THAT FRASCA HAS TO OFFER AT: WWW.FRASCA.COM DON’T SEE WHAT YOU NEED? We can build it for you. Frasca’s on-site engineering and manufacturing team is always ready to create exactly what you require. FRASCA is a world leader in the design and manufacture of Flight Simulators, Flight Training Devices and Simulation components. Frasca has a proven reputation for delivering high quality simulation equipment and leads the industry in simulation technology such as aerodynamics simulation, flight test, data acquisition, visual systems, NVG simulation, control loading, motion systems, motion cueing, manufacturing & fabrication, electronics design and more. Since its founding in 1958, over 3000 Frasca simulators have been delivered worldwide. Frasca is ISO: 9001:2015 certified. Contact us today to discuss your training requirements. www.FRASCA.com FRASCA International, Inc. • 217-344-9200 • [email protected].
Load more

Recommended publications
  • PC-6/B2-H4 Airplane Flight Manual Doc. No. 1820 at Revision 8
    PILOT’S INFORMATION MANUAL PC-6/B2-H4 applicable from AC S/N 825 PILOT’S INFORMATION MANUAL PC-6/B2-H4 applicable from AC S/N 825 WARNING •This PC-6 Pilot’s Information Manual is published for general and familiarization purposes only. •This Pilot’s Information Manual does NOT meet FAA, FOCA or any other civil aviation authority regulations for operation of ANY Aircraft. •This Pilot’s Information Manual is a reproduction of a PC-6 Airplane Flight Manual, however, it is NOT revised or updated. •This Pilot’s Information Manual does NOT reflect the configuration or operating parameters of any actual aircraft. •Only the Approved Airplane Flight Manual issued for a specific serial number aircraft may be used for actual operation of that serial number aircraft. Pilatus Aircraft Ltd P.O. Box 992 6371 Stans, Switzerland Phone +41 41 619 67 00 Fax +41 41 619 92 00 [email protected] www.pilatus-aircraft.com AIRPLANE FLIGHT MANUAL PC-6/B2-H4 ONLY REPORT NO. 1820 PURPOSES REGISTRATION ._____ __. SERIAL NO . APPLICABLE FROM A/C SIN 825 FAMILIARIZATION THIS AIRPLANDANE IS TO BE OPERAT ED IN COMPLIANCE WITH INFORMATION AND LIMI TATIONS CONTAINED HEREIN THIS FLIGHT MANUAL IS TO BE KEPT GENERAL IN THE AIRCRAFT AT ALL TIMES FOR Approved by: SWISS FEDERAL OFF FOR CIVIL AVIATION · �L Nov 20, JS�S" Date of Approval : ____·- ______ PILATUS AIRCRAFT LTD STANS/SWITZERLAND ONLY PURPOSES FAMILIARIZATION AND GENERAL FOR © Pilatus Aircraft Ltd. This document contains proprietary information that is protected by copyright. All rights are reserved, No part of this document may be copied, reproduced or translated to other languages without the prior written consent of Pilatus Aircraft Ltd.
    [Show full text]
  • National Transportation Safety Board Aviation Accident Final Report
    National Transportation Safety Board Aviation Accident Final Report Location: Big Bear City, CA Accident Number: LAX02LA252 Date & Time: 08/13/2002, 1120 PDT Registration: N50BK Aircraft: Cessna S550 Aircraft Damage: Destroyed Defining Event: Injuries: 7 None Flight Conducted Under: Part 135: Air Taxi & Commuter - Non-scheduled Analysis On a final approach to runway 26 the flight crew was advised by a flight instructor in the traffic pattern that a wind shear condition existed about one-quarter of the way down the approach end of the runway, which the flight crew acknowledged. On a three mile final approach the flight crew was advised by the instructor that the automated weather observation system (AWOS) was reporting the winds were 060 degrees at 8 knots, and that he was changing runways to runway 08. The flight crew did not acknowledge this transmission. The captain said that after landing smoothly in the touchdown zone on Runway 26, he applied normal braking without any response. He maintained brake pedal pressure and activated the engine thrust reversers without any response. The copilot said he considered the approach normal and that the captain did all he could to stop the airplane, first applying the brakes and then pulling up on the thrust reversers twice, with no sensation of slowing at all. Considering the double malfunction and the mountainous terrain surrounding the airport, the captain elected not to go around. The aircraft subsequently overran the end of the 5,860 foot runway (5,260 feet usable due to the 600 displaced threshold), went through the airport boundary fence, across the perimeter road, and came to rest upright in a dry lakebed approximately 400 feet from the departure end of the runway.
    [Show full text]
  • General Engine and Wing Anti-Ice System
    Cessna Citation XLS - Anti-Ice & De-Ice Systems GENERAL The airplane utilizes a combination of engine bleed air, electrical heating elements and pneumatic boots to accomplish anti-ice/deice functions. The anti-ice system consists of bleed air heated engine inlets, wing leading edges, and fan spinner and stators. Electric heating elements are used for pitot- tubes, static ports, a true airspeed (TAS) probe and an angle-of-attack probe. The horizontal stabilizer is deiced by pneumatic boots. Windshield anti-ice is provided by electrical heating. All anti-ice systems should be turned on when operating in visible moisture and the indicated RAT is +10°C or below. NOTE • Icing conditions exist when the indicated RAT on the ground and for takeoff is +10°C or below; the indicated RAT in flight is +10°C or below; and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals.) • Icing conditions also exist when the indicated RAT on the ground and for takeoff is +10°C or below when operating on ramps, taxiways or runways where snow, ice, standing water, or slush may be ingested by the engines or freeze on engine nacelles or engine sensor probes. ENGINE AND WING ANTI-ICE SYSTEM Bleed air flows continuously through the fan spinner whether the anti-ice system is activated or not. When the wing/engine anti-ice three position switches (one for each engine) are positioned to ON ENGINE, bleed air flows through the applicable engine inlet and engine stators.
    [Show full text]
  • Summary of the FAA's Review of the Boeing 737
    Summary of the FAA’s Review of the Boeing 737 MAX Summary of the FAA’s Review of the Boeing 737 MAX Return to Service of the Boeing 737 MAX Aircraft Date: November 18, 2020 Summary of the FAA’s Review of the Boeing 737 MAX This page intentionally left blank. 1 Summary of the FAA’s Review of the Boeing 737 MAX Table of Contents Executive Summary ............................................................................................ 5 Introduction .................................................................................................... 5 Post-Accident Actions ....................................................................................... 6 Summary of Changes to Aircraft Design and Operation ........................................ 9 Additional Changes Related to the Flight Control Software Update. ...................... 10 Training Enhancements .................................................................................. 11 Compliance Activity ....................................................................................... 12 System Safety Analysis .................................................................................. 13 Return to Service .......................................................................................... 13 Conclusion .................................................................................................... 14 1. Purpose of Final Summary ........................................................................... 15 2. Introduction ..............................................................................................
    [Show full text]
  • C-130J Super Hercules Whatever the Situation, We'll Be There
    C-130J Super Hercules Whatever the Situation, We’ll Be There Table of Contents Introduction INTRODUCTION 1 Note: In general this document and its contents refer RECENT CAPABILITY/PERFORMANCE UPGRADES 4 to the C-130J-30, the stretched/advanced version of the Hercules. SURVIVABILITY OPTIONS 5 GENERAL ARRANGEMENT 6 GENERAL CHARACTERISTICS 7 TECHNOLOGY IMPROVEMENTS 8 COMPETITIVE COMPARISON 9 CARGO COMPARTMENT 10 CROSS SECTIONS 11 CARGO ARRANGEMENT 12 CAPACITY AND LOADS 13 ENHANCED CARGO HANDLING SYSTEM 15 COMBAT TROOP SEATING 17 Paratroop Seating 18 Litters 19 GROUND SERVICING POINTS 20 GROUND OPERATIONS 21 The C-130 Hercules is the standard against which FLIGHT STATION LAYOUTS 22 military transport aircraft are measured. Versatility, Instrument Panel 22 reliability, and ruggedness make it the military Overhead Panel 23 transport of choice for more than 60 nations on six Center Console 24 continents. More than 2,300 of these aircraft have USAF AVIONICS CONFIGURATION 25 been delivered by Lockheed Martin Aeronautics MAJOR SYSTEMS 26 Company since it entered production in 1956. Electrical 26 During the past five decades, Lockheed Martin and its subcontractors have upgraded virtually every Environmental Control System 27 system, component, and structural part of the Fuel System 27 aircraft to make it more durable, easier to maintain, Hydraulic Systems 28 and less expensive to operate. In addition to the Enhanced Cargo Handling System 29 tactical airlift mission, versions of the C-130 serve Defensive Systems 29 as aerial tanker and ground refuelers, weather PERFORMANCE 30 reconnaissance, command and control, gunships, Maximum Effort Takeoff Roll 30 firefighters, electronic recon, search and rescue, Normal Takeoff Distance (Over 50 Feet) 30 and flying hospitals.
    [Show full text]
  • KFC 250 Bendixlking Flight Control System
    Pilots GuL3 KFC 250 BendixlKing Flight Control System APPR CPLD GCCPLD BAfH CRS Table of Contents Introductionto the KFC 250 Flight Control System ................. 3 KFC 250 System Integration .............................. 4. 5 KFC 250 Flight Control SystemSpecifications ....................... 6 Modes of Operation ............................................. 7 KFC 250 System Panel Checklist ............................... 9 Operating the KFC 250 System ...................................... 11 System Safety-Integrity Monitors ............... ............12 PreflightTest ..... ................................... 13 Flight Director Mode(FD) ................................... 14 Autopilot Engagement (AP) ...................................... 14 Heading Select/PreselectMode (HDG SEL) ............................. 15 YawDampMode .............................................. 15 Navigation Mode (NAVIARM and NAVICPLD) ........................... 16 Approach Mode (NAVIARM and APPRICPLD. GSICPLD) ...................17 BackCourseMode(BC) ......................................... 18 Go-AroundMode ....................................... 18 Altitude Select Mode (ALT ARM) .................................... 18 Altitude Hold Mode (ALT HOLD) .................................. 19 Control Wheel Steering Mode (CWS) .................................. 19 uperating Procedures: Takeoff and Climb to SelectedAltitude ........................... .20.21 Outbound on Front Course for Procedure Turn toILSapproach ....................................... .22.23
    [Show full text]
  • Airplane Flying Handbook (FAA-H-8083-3B) Chapter 2
    Chapter 2 Ground Operations Introduction All pilots must ensure that they place a strong emphasis on ground operations as this is where safe flight begins and ends. At no time should a pilot hastily consider ground operations without proper and effective thoroughness. This phase of flight provides the first opportunity for a pilot to safely assess the various factors of flight operations including the regulatory requirements, an evaluation of the airplane’s condition, and the pilot’s readiness for their pilot in command (PIC) responsibilities. 2-1 Flying an airplane presents many new responsibilities that are not required for other forms of transportation. Focus is often overly placed on the flying portion itself with less emphasis placed on ground operations; it must be stressed that a pilot should allow themselves adequate time to properly prepare for flight and maintain effective situational awareness at all times until the airplane is safely and securely returned to its tie-down or hangar. This chapter covers the essential elements for the regulatory basis of flight including an airplane’s airworthiness requirements, important inspection items when conducting a Figure 2-2. A visual inspection of the aircraft before flight is an preflight visual inspection, managing risk and resources, and important step in mitigating airplane flight hazards. proper and effective airplane surface movements including the use of the Airplane Flight Manual/Pilot’s Operating Handbook (AFM/POH) and airplane checklists. be kept accurate and secure but available for inspection. Airplane logbooks are not required, nor is it advisable, to be Preflight Assessment of the Aircraft kept in the airplane.
    [Show full text]
  • Twin Otter Dhc-6-300
    United States Department of the Interior Office of Aviation Services TWIN OTTER DHC-6-300 N49SJ SN: 423 MASTER MINIMUM EQUIPMENT LIST PROCEDURES GUIDE 14 CFR 91 “This MEL procedures document is only applicable to 14 CFR part 91 operations, and may not be used for operations conducted under parts 91K, 121, 125, 129, or 135.” Brian Green Fleet Maintenance Specialist 300 East Mallard Drive, Suite 200 Boise, ID 83706 Telephone: 208-433-5082 FAX: 208-433-5007 [email protected] Revision: Original Date: 07-15-2017 FAA MMEL: Rev. 14 Date: 03-25-2015 United States Department of the Interior Office of Aviation Services AIRCRAFT: REVISION: ORIGINAL PAGE NO: TWIN OTTER DHC-6-300 DATE: 07-15-2017 I TABLE OF CONTENTS SYSTEM NO. SYSTEM PAGE NO. -- Cover Page - -- Table of Contents I -- Log of Revisions II -- Control Page III-IV -- Highlights of Change V -- Definitions VI-IX -- Preamble X -- MEL Procedures XI-XIII 21 Air Conditioning 21-1 22 Auto Flight 22-1 23 Communications 23-1, 2, 3, 4 24 Electrical Power 24-1 25 Equipment/Furnishings 25-1, 2, 3, 4, 5 26 Fire Protection 26-1 27 Flight Controls 27-1 28 Fuel 28-1, 2 29 Hydraulic Power 29-1 30 Ice & Rain Protection 30-1, 2 31 Indicating/Recording 31-1 32 Landing Gear 32-1 33 Lights 33-1, 2, 3 34 Navigation 34-1 through 12 36 Pneumatics 36-1 46 Information Systems 46-1 52 Doors 52-1 61 Propellers 61-1 79 Engine Oil 79-1 United States Department of the Interior Office of Aviation Services AIRCRAFT: REVISION: ORIGINAL PAGE NO: TWIN OTTER DHC-6-300 DATE: 07-15-2017 II LOG OF REVISIONS Rev.
    [Show full text]
  • DCS F/A-18C HORNET Early Access Guide DCS [F/A-18C]
    DCS F/A-18C HORNET Early Access Guide DCS [F/A-18C] Contents Changes for June 2019 ............................................................................................................... 10 Changes for December 2019 ....................................................................................................... 10 HEALTH WARNING! .................................................................................................................... 10 INSTALLATION AND LAUNCH...................................................................................................... 12 GAME PROBLEMS .................................................................................................................. 12 USEFUL LINKS ....................................................................................................................... 12 CONFIGURE YOUR GAME ............................................................................................................ 13 PLAY A MISSION ........................................................................................................................ 17 FLIGHT CONTROL ...................................................................................................................... 18 F/A-18C HORNET COCKPIT OVERVIEW ....................................................................................... 20 Left Instrument Panel ............................................................................................................ 22 Left Digital Display Indicator
    [Show full text]
  • FA-18 Super Hornet, Start-Up Sequence, Shore-Based
    FA-18 Super Hornet, Start-Up Sequence, Shore-Based 1) Ejection Seat SAFE 26) LDDI, inspect for: 2) Parking Brake SET • No "1s" or "Ls" 3) Master Arm SAFE 27) Master Caution CLEAR, hold [LMB] 4) Battery ON [RMB] 28) On-Board Oxygen Generation System ON 5) Test Channel A, hold [RMB] 29) Hook Bypass FIELD • Observe lights and warnings 30) Radar OPR 6) Battery OFF [LMB] then ON [RMB] 31) Inertial Navigation System GND 7) Test Channel B, hold[LMB] 32) FCS RESET • Observe lights and warnings 33) Flaps HALF 8) Axillary Power Unit ON 34) FCS BIT, hold [Y], then FCS (RPB 20) • APU Accumulator message should • Beeping will announce end of BIT NOT be displayed 35) UFC: TIME on MPCD (PB 1) • Wait for light to turn green • Zulu Time-of-Day (ZTOD) on UFC 9) Engine Crank, right [RMB] 36) Flaps UP • Wait for IFEI to reach 25% RPM 37) Test flaps: aft, forward, left, right then… 38) Flaps HALF 10) Introduce fuel, engine, right [R-Shift + 39) Take-Off Trim SET (press post button in Home] center of Rudder Trim knob) 11) Master Caution CLEAR [LMB] 40) Nosewheel Steering DISENGAGE 41) Tail Hook DOWN 12) LDDI NIGHT or DAY, as appropriate 42) Pitot ON 13) RDDI NIGHT or DAY, as appropriate 43) AV Cool EMERGENCY 14) HUD ON 44) Fuel Probe EXTEND 15) ALT RADAR 45) Speed Brake EXTEND 16) MPCD ON 46) TCN: 17) Console Lights ON (if needed) 18) Bleed Air Switch should start on Normal, • Click: ON rotate 360-degrees, [RMB] x4 • Click: CLR 19) Inspect canopy rail for obstructions • Enter: 96 20) Canopy CLOSE [L-Ctrl + C] • Click: X 21) LDDI, inspect for: • Click: TCN
    [Show full text]
  • Inadvertent Thrust Lever Asymmetry During the Take-Off Roll Involving an Airbus A320, VH-JQX, Sydney Airport 6 February 2012
    Inadvertent thrust lever asymmetry duringInsert thedocument take-off roll title involving an Airbus A320, VH-JQX LocationSydney Airport, | Date New South Wales | 6 February 2012 ATSB Transport Safety Report Investigation [InsertAviation Mode] Occurrence Occurrence Investigation Investigation XX-YYYY-####AO-2012-022 Final ATSB TRANSPORT SAFETY REPORT Aviation Occurrence Investigation AO-2012-022 Final Inadvertent thrust lever asymmetry during the take-off roll involving an Airbus A320, VH-JQX, Sydney Airport 6 February 2012 Released in accordance with section 25 of the Transport Safety Investigation Act 2003 - i - Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office: 62 Northbourne Avenue Canberra, Australian Capital Territory 2601 Telephone: 1800 020 616, from overseas +61 2 6257 4150 Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117, from overseas +61 2 6247 3117 Email: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2013 In the interests of enhancing the value of the information contained in this publication you may download, print, reproduce and distribute this material acknowledging the Australian Transport Safety Bureau as the source. However, copyright in the material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. ISBN and formal report title: see ‘Document retrieval information’ on page v - ii - SAFETY SUMMARY What happened On 6 February 2012, the flight crew of an Airbus A320-232, registered VH-JQX, commenced takeoff from runway 16R at Sydney Airport, New South Wales.
    [Show full text]
  • X-57 Power and Command System Design
    X-57 Power and Command System Design Sean Clarke, P.E., Matthew Redifer, Trevor Foster Kurt Papathakis, and Aamod Samuel Empirical Systems Aerospace, Inc. NASA Armstrong Flight Research Center San Luis Obispo, California, USA Edwards, California, USA [email protected] [email protected] Abstract—This paper describes the power and command high-performance electric motors, motor controllers, and battery system architecture of the X-57 Maxwell flight demonstrator management technologies enable this new design paradigm. The aircraft. The X-57 is an experimental aircraft designed to X-57 will be the first electrified X-plane and because of the demonstrate radically improved aircraft efficiency with a 3.5 electric powertrain that is central to the capability being times aero-propulsive efficiency gain at a “high-speed cruise” demonstrated here, the aircraft has been designated Maxwell in flight condition for comparable general aviation aircraft. These honor of James Clerk Maxwell’s foundational work describing gains are enabled by integrating the design of a new, optimized the nature of the electromagnetic forces that are harnessed in the wing and a new electric propulsion system. As a result, the X-57 electric motors, motor inverters, power buses and batteries that vehicle takes advantage of the new capabilities afforded by electric comprise the X-57 traction system. motors as primary propulsors. Integrating new technologies into critical systems in experimental aircraft poses unique challenges II. COPE that require careful design considerations across the entire vehicle S system, such as qualification of new propulsors (motors, in the case This paper describes the design of the X-57 avionics power, of the X-57 aircraft), compatibility of existing systems with a new traction power, and command systems for optimized system electric power distribution bus, and instrumentation and reliability given the constraints of a flight research program monitoring of newly qualified propulsion system devices.
    [Show full text]